Power take-off mechanism and drive therefor



Ma-rch 16, 1954 D, D, STONE 2,672,056

' POWER TAKE-OFF MEcHAN'IsM AND DRIVE THEREFOR Filed Aug. 19, 195o 4 sheets-sheet i March 16, 1954 D. D. sToNE POWER TAKE-OFF MECHANISM AND DRIVE THEREFOR v4 Sheets-Sheet 2 Filed Aug. 19, 1950 March 16,"1954 D. D. STONE 2,672,056

POWER TAKE-OFF MECHANISM AND DRIVETHEREFOR Filed Aug. 19, 195o 4 sheets-sheet 5 :Snoentor afm/d .Z2 faire March 16, 1954 D. D. sToNE 2,672,055

` POWER TAKE-OFF MECHANISM AND DRIVE THEREFOR Filed Aug. 19, 1950 4 Sheets-Sheet 4 -J-E M :inventor Patented Mar. 16, 1954 riE EPriTENi* ori-TICE .'gPoWE-RmKE-:orr vMEoHANlslvi AND l`DRIVE THEREFOR "ADlilicatoniAugust 19, 1950;"SerialNo. 180;328

(CL, 'I4-v1.5.4)

- This"l invention relates'-to-power transmission means* and especially to l ank arrangement -forl 'the take-oit of; power in` conjunction with; the power plant ci an automotive vehicle.

Various forms and -arrangements #ci power take-off devices inlconjunction-'with vehicles lsuch as tru-c gs and tractors hav=been in'y conventional luse for severalyears. v*Inprior arrangements, the f power take-onimeansormechanisms lhave been connected with'the powerplantor-enginefthrough the medium -of therrvehicleclutch-vso Ithat the power take-ofi' -mechanismfisoperablefor transmitting power tciaJ-power-'consuming lirriplement f or instrumentality" connet'zteol-V tothe vehicle only when the=latter isi iin motion. f1-nf such' constructions'the speedof the power take-off mechanism 'isproportional to:'therateomovementoi the velii'cle-l dependent `however uponl the: selected' gear ratio employed-between thefengine and'.V the" drive wheels 'of the vehicle. YItY-hasibeenfeonventional practice forf thepoweritake-imefehanism to be connected 'to-\ and "driventhroughHthe intermediari/fof "transmissionfegearingaor gear :setassembly. "This arrangementfrenders the'operating speedof the implement drawrabythe vehicle subservientf tol lthe: rate1flinear travels.` ofrlthezf vehicle and implement andlzwhenztheyehielefand implementare stoppdgthe transmission ofpower to theiimplementis'likewiseirinterrupted ,'Another disadvantage of==such Ipower takeeorfnarrangements lies' in tlieract'that itfhasnot `been possible .tooperateifthepower itake-onmechar nism at A a :substantially;constantaespee'daforthe s reason that 'fthe speednof thespowers take-oil is dependent. upon Aorf..prop,ortionalt to the.: rate: of"

travel of the movingifvehicle, AItfhasibeenf'determined .that aiidesirab'le and;v satisfactoryzoperatfing speedtoff approximatelyE',(ift.`- PiMiais practricable for operating;.-po\ver;iconsumingrimple- 1 ments connectedzto'the'.l vehicle :an'dz'operated: by

the engine of thav'ehicle.

It Vis-an object f the present.'.inventi'onll to t providezadrive; arrangement,feiiahetpoweritakeofi1V mechanismoperable independently .e of tithe driven. or 'power .transmission mechanism to: .the

drive Ywheels of*Ethei*vehicles-.whereby:thevspeed of/ther power take-dlfflarrangement maybe-'had f proportionatel toi the-'-engine#speedl even though the movement f of i*the f--vel`ii`cle and 'i implement drawn thereby be interrupted@bydisconnecting the enginefromiltheevehcie 'drive'iwheels The invention comprehen'ds a power vtransmission vmeans' for va*powertake-off*arrangement which *is operableindependently -gpf thedrived "mechanism for ithe=vehicleiwheelsi andWhch is particularly adaptable'or-the operationo afarm implement'rsuch as-a-combine; cornipicker, spray- Vver, *hay -b'a'ler and "y other '.asimiiar timplements adapted to be drawn bya'rpowered vehiclewhere- #by substantially constant speed-of the power consumingmechanism of u suchv implements* may be maintained independently .of the linearrmovementor travelvof thevehicle andV implement.

'-Ano'ther object of. 'the' invention'residesyin the `ferring A-power 1 from the 1 Vehicle engine. to .l the vehicle drive wheels.

Another object of theinvention residesz-in a power transmission-mechanism' for apower consuming unitv adapted to bedrawnby the Vehicle and operated from the-v engine thereof v`wherein certain drivenelementsof therv mechanism con- Vnecting the vengine With 'the powervv consuming unit are contained within thefhousing, arrangement-,enclosing thetransmission gearingA con '.necting the engine with `the `l vehicle drive wheels.

A' further `oloject of' the invention: resides in the provision of =a power transmitting-means for va power consuming unit whichA is koperatedclirectly from thelengine of a vehicle independently Vof fa' clutch vor `otherV power disconnecting means for interrupting-the transmission of power from the# engine 'to'V the vehicle idrive 1 Wheels.

lStillfa furtheriobject-'of the invention is' the provision of a gear reduction means associated *with the power: transmission gearing of. a powered vehiclefor selectively` establishing diierent speed ratios betweenithe--engineof the Vehicle and aJ power=consuming1unit attached thereto whereby the speedv of the power consuming unit may beA changed=with respect YtoA the speed of the engine independently 4of'the'movement of or'rate Vof linear travel of the=vehicle-andpowerconsuming unit connected thereto.

Further objectsiandadvantages are within the 4Vscope of this invention such as relate to thel arrangement, operation andfunction of thefre- -latedelements of the structure; -to variousldetails v off-*construction and -to combinations of parts,

elements per se; and toeconomies offfmanuifactureand numerous other -featuresas will be-aplparent from a consideration .f-'the specification and drawing` of a -formf of the -invention, =which kmay be preferred;-rv inv which Figure 1 is a -top plan-'view of.s affchassis-fo'f a vehicle illustrating the engine,fther.arrangement for transmitting power -to'the'vehicle'drive wheels and Dthe arrangement forl transmitting- .powerfl to --a power-.take-off. or power consuming-unit iFigure' 2 Lisfma Llongiti'nzlinal :verticalsectional -view' through tha-mechanisms forr transmitting npowerfrom` the engine to thefvehicledrivewheels '-1 and 4tir-the power-f take-'oit lor: power consuming unit, the view being taken substantially on the line 2-2 of Figure 1;

Figure 3 is a transverse sectional view taken substantially on the line 3-3 of Figure 2;

Figure 4 is a top plan View of the housing construction, certain parts being broken away toV illustrate the power transmitting mechanism for the vehicle drive wheels and for the power takeoff unit;

Figure 5 is a horizontal sectional view through a form of power take-off unit adapted to be driven by the vehicle engine for operating a power consuming instrumentality adapted to be connected to and drawn by the vehicle, and

Figure 6 is a rear elevational view of the structure illustrated in Figure 5.

Referring to the drawings in detail, and iirst to Figure 1, there is illustrated a top plan view of a vehicle chassis with which the arrangement of the present invention has particular utility. The vehicle chassis only has been illustrated, it being understood that any conventional type of body construction embodying seating arrangement for the vehicle operator may be employed. The vehicle chassis illustrated is of the so-called four wheel drive construction, a driving arrangement which is particularly adapted for agricul tural and industrial operations where power takeoff mechanisms may be employed to advantage. The chassis and running gear construction illustrated in Figure l is inclusive of a frame lil formed with longitudinally extending channel shaped members I i which are connected together by means of transversely extending end members I4, i5 and intermediate members It, il, I8 and i9. The chassis arrangement includes a pair of front drive wheels 2S and a pair of rear drive wheels 2l, the front drive wheels :it being dirigible for steering purposes. The front wheels are supported by a front axle construction 22 which includes a housing 23 enclosing suitable drive gear and differential mechanism connected by means of a drive shaft 24 and universal joints 25 to power transmission mechanism contained within a supplemental transmission housing or transfer case 2E disposed amidship of the vehicle frame.

The rear drive wheels 2i of the vehicle are carried upon an axle construction 29 connected with a housing Sil in which is suitably mounted differential mechanism and drive gearing (not shown) which is connected to suitable power transmission gearing contained in the transfer case 26 by means of a shaft 3i and universal joint 32. The vehicle is provided with a steering wheel 34 mounted upon the upper end of a steering post 35, the wheel 34 being connected through suitable tie rod linkage 3i? with the dirigibly mounted front wheels 2t. The drive gear and differential mechanism contained in each of the housings 23 and 3i) are connected by suitable live axle shafts for driving the vehicle wheels, the live axle shafts contained within the axle construction 22 being connected by suitable universal joints (not shown) to the front wheel supporting spindles whereby an effective drive connection is maintained to the front wheels during dirigible movements thereof.

The vehicle construction is inclusive of a power plant preferably in the form of an internal ccmbustion engine 4i) suitably supported by the chassis frame by mounting means (not shown) Dis-v posed rearwardly of the engine il@ is a housing 4| enclosing suitable clutch mechanism and secured to the housing di and disposed rearwardly thereof is a housing 42 enclosing main power transmission gearing usually referred to as a gear set. As will hereafter be explained in further detail, the gearing contained within the housing 33 is for the purpose of securing a variable speed ratio 1between the engine and the drive wheels of the vehicle, the gearing or power transmission mechanism contained within the transfer case 2.5 providing a means for obtaining exceptionally low drive ratios for the front and rear wheels and for selectively establishing a drive to the front wheels when desired.

The engine 453 is preferably cooled by liquid means, as for example, water which is circulated through a cooling radiator d5 disposed at the forward portion of the vehicle frame. An exhaust pipe 41 is connected to the engine for conveying exhaust gases therefrom and is in communication with a sound attenuating device or mui'ller 48 to which is connected a tail pipe 9 terminating at the rear portion of the vehicle construction and arranged to discharge the engine exhaust gases into the air.

rThe arrangement is provided with a power take-off unit 5t preferably mounted at the rear of the vehicle frame, being secured by bolts 5! to the transverse frame member l5. The power take-off unit illustrated in Figures 5 and 6 and which will hereinafter be more fully described contains gearing connected by means of a power take-off shaft 52 and universal joints 53 with mechanism contained within a housing 55 secured to a rear wall of the transfer case 2t. A transverse bar 58 secured to the rear vehicle frame construction is provided with suitable openings 5S to which power consuming instrumentalities or implements may be attached to be drawn by the vehicle construction and operated from the power take-olf unit 5B. As illustrated in Figure 1, a portion of a tow bar 5B is illustrated connected to the bar 58 by means of a bolt or coupling pin 6l the bar iii) being connected to an implement (not shown) to be drawn by the vehicle.

As particularly illustrated in Figure 2 the crankshaft 63 of the engine il projects into the housing 4l and is formed with an integral flange 54 to which a flywheel 65 is xedly secured by means of bolts 66. The periphery of the flywheel is conigurated to support an annularly shaped element or ring 61 provided with gear teeth E8 adapted to be engaged by a suitable gear (not shown) for starting the engine 9.

Secured to the rear face of the flywheel 55 is an annular disk-like member '1Q which forms an element of a clutch construction for connecting the crankshaft of the engine with the power transmission gearing. Disposed adjacent the disk is a driven disk l2 having a central hub portion 'I3 keyed, splined or otherwise mounted upon a driven shaft 7d so as to rotate therewith but capable of limited longitudinal or axial movement with respect thereto. A pressure ring l5 having a clutch facing 16 is arranged adjacent the driven disk 'l2 and normally biassed in a lefthand direction as viewed in Figure 2 under the iniiuence of the expansive springs 73 (one of which is shown in Figure 2).

Three radially extending arms '52, one of which is shown in Figure 2, are pivoted to the pressure ring by means of pivot pins the inner ends of the arms 19 engaging an operating ring 8i which is carried by a clutch shifting collar 32 through the medium of anti-friction bearings 83. The clutch actuating collar. 82 is slidably mounted upon a sleeve-like member 85 which surrounds engaged by -a --suitable -actuating'fmeans (not shown) *for -reciprocating the *collar1 along the *19 shifting the pressure ring 15 #axially 1for :clutching iand declutching -engagenfxeritwith: the

driven disk 12 to establish and fdisestablish 1 a "drive :between "the crankshaft 53 and thefrdriven Shaft; 1,4.

Disposed Within theitransmissionhousing42#is a gear` set or gearmechanismrfor 'changing "the ratiov of 'drivebetween the shaft "'14 andaffsecond Asleeveelike shaft-,83. The shaft"-14 hasearportion journailed `on :antiefriction 'ori hall lbearings St .carried in the forward vwall'iof "the ltransmission f housing '42. The shaft `14- isiformedfwith:ay-gear or dental coniigurationig positionedewithin the i housing 'e2 immediately adjacent 4'the Ebearing '89. The interior, of"4 the gear'portionfQEI'of shaft 214 isi bored to accommodate needle bearingsf9| lwhich serve to journal1ysupport the forward end of the shaft38. The* rear portion of the shaftSS is journalled in suitable-'antifriction or `ballA bearings 93 supportedina forward wall porconstant mesh with a gear 'lill carried fby the sleevelke vshaft 88. The gear portion';98'isar ranged to vbe selectively enmeshed with 'a gear '|92 which'is of larger dialneter'than' gear-S9. Thegear 'W2 `isengagedby a shifting fork '|84 which is mounted upona .shifting rod slidably mounted in a coverportion It 'inspaced' relation toand parallel WitheJ similar shifting rod |81 illustrated in .Figure'2- A shiftingllever |98, swivelly supported by meansof a Ajoint "til'in: an ,upwardly extending portion of the transmission cover Ilt, has a dependingvportion 'I I'adapted vfor kselective alternate `engagement 'with the shifter rods to secure different gear ratios for varying theispeedof the shaft with respect to the shaft 1'4.

AMeans are providedfor directly connecting'the shaft 14 with the shaft 88 to establish va vdirect (drive from one to the other *or Vfor Yestablishing y a drive throughgearsSIJ, 91, A98 and IIJI -toprovidean intermediate gear ratio usually y referred to as second speed gearl This means is `Vinclusive of an axiallyslidable internally-'toothed `clutch |14 which is engaged .by a shifter'fork I I5 mounted upon the shifter rod v|01 in ,a' manner whereby reciprocating-movement of the rod |01 moves the dental clutch 4| I4 'axiallyof theshafts 14and 88. A portion of theshaft 1'4 adjacent the gear 99 is formed with clutchY teeth I i6, sa balking ring II1 being interposed 'between the-*dental clutch |14 and the clutch'teeth IIB for the pur- Apose of synchronizing the speed of the lclutch member |I4 immediately 'prior'to its yclutching lengagement Vwith vthe teeth I-6. This lengagement takes place upon Imovement of the-shifter rod |01 in -a left-hand direction Las 'viewed -in `Figure -2. -The shiftable clutch member `||4 is 4-splined as at Hwith theshaftfii so that when A'the'dentalclutch L'Il 4 v engaged with @the-clutch 6 fteethf I-iaedirect drivebisfze'stablishdf"trourshaft *Mito-menait 88 whereby both?-shaftshtravelattthe f- 'same speed.

"TheLgear member |10 Iherein 'rferredltd-asf' a :secondspeedigearf isi formedlwithidentahclutch 'teethi |`2 Ill-which area'fdapted td'be 'enmeshe'dsv with thefdentalf clutch I I4-'when1the' :latterilis movedilin f-a right-:hand 'direction-fas'f'ifiewedinigure 2 3by:moyen-rentofi thershiftfrdd -'-|*|l1-Sandlever |08. 1A blking ring 112| fis'fdisposeclibetweenidental '-eluteh'f I Meandy the'gear'! I0 Il'forv synchronizing the -fspeedfof *clutch member 3 I |24 'immecliately1prior to itselutch-ing engagement withft-he V`teeth 2110. Whentheielutch l I4 is meshei-withthefteethf20 fla; dri-veat 'a lower @speed than directzlriveis Cestablished tov shaft/'88 through gears-"911, 91,'1198 fvandilll. y

henf thegear f F02 '-isvenmesh'ed Withig-eariBS 'throughfthe operationI f '-the shifterf'member |104 'fthellow'speed drive' is established throughfgears i90, 5191,1399" and |02 fto f--the "driven v:shaft 88, the @gear i F02 being splined upon f the 4fshaft TvDue Sito @the relative dilerence'in diameters et gears and fm2 thel'owest forward speed lattainable' Withtthe gearing/'contained in lthe transmission fhousinglZ is imparted to the'shaitSB.

' The@ gear portion |00-` of fthe f cluster yagrearlilt v'I is -inJ constant meshwith vaniidlergearz whichY is journalledvupon a suitable 'ffs'haft {mot-shown) =mounted in the housingMZ. i Thislf-gearfllisifor im- #parting-1 reverse directioneiof rotationE to I-the shaft fsfandtheuvehicle driveiwheelsg-thefreverseirive being completed by shifting the gear iii-|22 a n'righthan'd direction? as lviewed Figure vinto L-enme'shrnent kwith the fdlerlgeen' 'l1-24.

The power transmission mechanism ior conveying :power from* shaft '88 to fthe :rear drive wheels 2| or selectively to both rearfland'front fdrive* wheels is Vaccomplished fthroughtheiriter- `Ymediaryfoig so -called transfereaseme'chanism 'or @gearing-contained-withinianr auxiliar-yhousingi' 6. kThis `r mechanism is inclusive fgear |226 'xedly fsecured upon the 'rear fend of the drivenfshaft '88 as fshown in FiguresiZand-fi. An intermediate shaft |21 is supported in boss lportions formed on opposite walls of the housing i215 and upon which is journally supportediafcluster gear|t29 which includes a gear TFSI): in *constant mesh fwith gear |26, and a second 'gear |31. "The fgear 4138 is in constant mesh lwith aedriven fgeari|t2 which is journally supported upona-shaft -|'33"j'ournalled vin bearings |34 mounted irl/opposed fwalls ofthe transfer case 28. The shaft f|33 isprovidedwith a Vvsplined 1portion |36 'upon :which is :Slidably mounted a shiftable gear |31fas `:illustrated iin Figure 4. The gear member |31 :is :integrally formed with alhub'lportion'congurated with a toothed or dental clutchiportion "|38 vf'hichis adapted-upon slidable-movement ofthe gear 'E31 in a left-hand direction 4*as viewed in Figure-4, to be enmeshed with ra dental clutch 'coniguration |39 formed internally *in the 'gear-member |32.

Positioned forwardly the 'housing 2liy 'is a "supplemental casing 14| r-w'l'i-ich encloses a dental lclutch mechanism (not shown) supportedup'on va lshaft |42 which' is'adapted-'to Vbe yengaged by a slidable clutching element (not-shown) Acarried upon vvthe forwardend y'ofthe shaft 133 V'for-"selectively establishing va drive fito the iront wheels vthrough the fdrive :shaft -24 Iand :universal joint 25. The 'supplemental -casing f|l4`| is 'formedfw'ith an integral forWardlyiextendi-ng portion 5F44 `upon which `is supported tilever members I 45 fand 1146 forshittingf-thefclutchFmenib'erfcohtained@Within housing |4| for establishing drive connection to the front wheels and for moving the gear member |31 to change the speed ratio of the shaft |33 with respect to the quill shaft 88. The rear end portion of the shaft |33 is connected by means of universal joint 32 and shaft 3| with the drive mechanism for transmission of power to the rear drive wheels 2 When it is desired to drive the front and rear wheels simultaneously, the dental clutch mechanism contained within housing |4| is moved to an operative position, and with the dental clutch |38 of gear member |31 enmeshed with the internal clutch teeth |39 of gear |32, an operative drive is established from shaft 88 through the gears |26, |30, |32 to the front and rear wheels. In this position of the transfer case mechanism, the speed of the drive wheels to the vehicle wheels may be varied by the change gear mechanism contained in the transmission housing 42. When a lower range of speed for the drive wheels of the vehicle is desired as for example, when the vehicle is travelling in snow, sand or muddy terrain or when being used as a draft means for farm implements such as plows, harrows, cultivators and the like, such low range may be attained by shifting the gear member |31 into enmeshment with the gear portion 3| of the cluster gear |29. As the gear |3i is of much lesser diameter than gear |31, shaft |33 is rotated at a reduced speed through gears |25, |30, |3| and |31. The drive through the transfer case to the vehicle wheels may be interrupted by moving the gear member |31 and the toothed clutch |38 formed integrally therewith to an intermediate or neutral position wherein the gear |31 is out of mesh with gear |3| and the clutch |38 is out of engagement with the internal teeth |39 of gear |32.

The aligned shafts 14 and 88 are of tubular quill shape to accommodate a power take-01T drive shaft |50, the forward end of which is splined as at for engagement with a reciprocally shaped portion formed in the end portion of the crankshaft 63 so as to establish a constant drive from the engine to shaft |50.

The supplemental casing or housing 55 connected to the transfer case as shown in Figures 2 and 4 encloses mechanism for controlling the transmission of power to the power take-off unit and for changing the speed ratio of the power' take-off unit with respect to the engine, this mechanism being operable independently of the speed reduction gearing contained in the housings 26 and 42. With particular reference to Figure 2 the rear end portion of the shaft |50 is formed with an enlarged configuration |52 splined to establish driving engagement with a sleeve |53 the latter being formed with a gear portion |54. Disposed within the interior of the sleeve |53 are sets of needle bearings |55 in which is journalled a stub shaft |56, a portion of the shaft extending rearwardly of the casing 55 being splined as at |51 to fixedly receive a tting |58 which is connected, through the universal joint 53 and shaft 52, with power take-off unit 50. Secured to the stub shaft |56 by means of a key |59 is a cage or spider |60 carrying a plurality of circumferentially spaced pins or stub shafts |62 which form journal supports for gears |63, the latter being in constant mesh with a gear portion |64 formed interiorly of a drum shaped por tion of a member |65. The arrangement of gear |54, gears |63 and the gear portion formed on member |65 form a so-called planetary gear' mechanism in which the gears |63 are conventionally referred to as planetary gears. The member |65 is formed with an axially extending sleeve portion |61 which is journally supported upon sets of antifriction or needle bearings |68 surrounding exterior surface of the sleeve |53. The forward end portion of sleeve |61 is formed with a toothed or dental portion |69, the teeth of which are aligned with teeth |10 formed on a hub portion of the transfer case gear |26. Slidably mounted for axial movement with respect to shaft |50 is a clutch member |12 formed with a peripheral groove adapted to receive an actuating fork |13 carried upon a reciprocable shift rod |14. The rod |14 is adapted to be reciprocated so as to move the clutch member |12 into clutching engagement with the teeth |10 so as to establish a drive connection between the gear |26 and shaft 88 with member |65. Means are provided for shifting the rod |14 and clutch |12 which is inclusive of a lever |16 swivelly supported by means of a ball joint |11 carried in an upwardly extending portion of the housing 55. A closure boot |10 of iiexible material, as for example, rubber prevents the ingress of foreign matter into the joint structure |11. It will be obvious that swivel movements of the shift lever |16 will actuate the clutch |12.

Means are provided for restraining rotation of member |65 a condition which provides for a reduced speed ratio being imparted to the power take-off unit 50. The restraining means illustrated is in the form of a pair of shoes which are anchored to a member |8| secured to a wall of housing 55 by means of a nut |82 threaded f upon a tenon portion |83 of the anchor member.

As particularly shown in Figures 3 and 4 there is disposed adjacent the free extremities of the brake shoes |80 a plate or member |84 which is pivotally carried upon a pin secured to the upper wall of the housing 55 by means of a nut |86. The plate |04 is adapted for partial rotary movement about the axis of the supporting pin |85. As particularly illustrated in Figure 4, the plate |84 is formed with a pair of cam slots |88 into which extend pins |89 carried by the brake shoes |80. The contour of the slots |88 is such that partial rotative movement of the plate |84 about the axis of the supporting pin |85 will cause the brake shoes |80 to contract into engagement with the drum portion of the member |55 or be moved out of engagement therewith depending upon the direction of oscillation or rotation of the plate |84.

Means are provided for coordinating the movement of the clutch member |12 with that of the plate |84 for actuating the shoes |80. To accomplish this coordination, an arm or link |9| is pivotally connected at one end by means of a pin |52 with the plate |84, the other end of the link being bifurcated or clevis-shaped to straddle a portion of the lever |16 and is connected thereto by means of a pin |94. Thus when the lever |16 is shifted in a direction to move the clutch member |12 into engagement with the clutch teeth |10 on gear |26 the plate |84 is rotated in a counterclockwise direction as viewed in Figure 4 such rotation causing the cam slot configurations |88 to move the pins |89 in the slots and move the bands or brake shoes |80 outwardly out of frictional engagement with the exterior of the drum shaped portion of member |65 so as to permit the member |65 to be connected with the shaft 88 so that in direct drive position of the gearing in transmission housing 42, the quill shaft 88, and the shaft |50 will rotate at the same speed? As the sleeve |53 is dritten directlyffozn sh'aftfl |50,"g th'e'f-sleevef. |5315 and, member I 55 *willrotat at "th'efsamef rate lofi-w speed 'and hence there will`r be :nof'reductionefr fected; through the planetary-'gearing contained rect engine-speed- When itfis desired to-'effkctai-r'eductioninthe speed 'of the stub shaftV 51 'fandfpoWer-take-'off 'i unit 50 in relation to thefspeedY ofthefshaft |50,2 the; lever |15 is shifted iin the oppositeA direction with'- lthe engine crankshaft' throughfth'e medium of the-shaft I, is rotated thereby causing'rela-` tive-movement of the planetary gears I63and" the Icage or spider Il imparting a reduced speed to -the-power take-ofi 4-'output shaft I 51;

The lever i'i'-'may-b'e'moved to af-neutral 'posi--y erative engagement with theI teeth' Ileon gear I25"an'd the clamping shoesilout of frictional discontinue the transmission of powertothe` shaft'` |57 and 'power take-nn f' unit 'i 55'.

While it is to be understood that-fanyfsuit-r able type or form :of fpowertake-off unit/may .be utilized withthearrangement offthe presen'tlinL vent-ion, I preferablyemployv a power tatie-off` AA mechanism t of vthe character disclosed in 'Pat-L ent No. 2,464,059, issued-March 8,"192l-9.'A Figures 5 and rillustrate a powerstake-off "mechanism which is inclusive` off'a .housing-iZlihavingboss portionszill adapted Eto be-secured-'to the :frame cross member i5b'y means of*` bolts 4202; housing Zim-is 'provided withv front and rear covers 2M and 2&5 which'are secured`t0`thehousing' ZUG/"by suitable means. Jurnald uponbearings 291 isa shaft 20S vconnected to asleeve 210 whichfy in turn is pperably associated -witl-rthefuniversall joint 53' shown in Figure v'15 In' @this rn'annerthef` shaft 259is' directly-driven bylthepowerftake-oii drive shaft 52."

the cover-members 29e fand 205f is'fa second shaft 2 i t disposed in substantially" parallelrelation-1 witlri the Vshaft 2M; the shaft 2 It projecting-frearwardly of tnehousing 200? The sha-it Eile is provided' with a=splifnedfpor= tion' 2 I5--which`l supports l`agear ZIE? infconstantenmeshment with a gear` 2'I7mounted upon` a splined portion 2 i8 of shaft 2 I 4. The shaft '2 I 4 is also Aformed with a secondsplined "portionfZZi'I which projects exteriorlyt of Athefhous'ing V'20!la1'1d--- which is' fadapted to be 'connected' tormechanism to be--driven=through theepowentakeofi unit;4 The-splined portionrfzm'hmay be arranged to operate a pulley 222 which may be connected by means of va belt f223 with'fmechanism-,to 'bev operated such as a powergsaw orK other. adjunctrequiring the use oi"power`that"may be readily furnished by the vehicle engine 49 when thefvenV rhicle is notmoving. Thepull'eyZZZ isfsecurely The" otherwise ixedly connected with a supplemental housing 239i enclosingtheshaft 220andb0ltedto the cover 1205;

Disposed with-in the supplemental.housngf: is an internal-lyv splinedsleeve=23ladaptedto'ia telescope with the -splinedportionf- 220 of shatt 2 I lll-forestablishing a drive connecticntherewithl.. the sleeve 23| being journaled in antifrietiorfl` bearings 232 carried inthe supplemental housing 230. Av` stub shaft 234'li`avingaa .splinedsun faceftelescoped into fone end ofthefsleevefZSI'i supports a mitre gear 236 having ahub'l'porti-oI-r; journaled in suitable bearings 238 Jcarriedfinithe@ supplemental housing 230. Thefgeai" 236iis" meshedwithadriven-mitre" gear ZIIIJWhich` SG spiifnedfuponvshaft 225'1carried .by thewsleeveS228? The: powertake-'off unit is especiallyffadapted to 'operate devices that may be! hitched tti-fand?v towed'by thev vehicle such as combines, sp'rayeifs?t corn pickers vand other harvesting 'machineryireii quiring the f independentapplication of f' powri Theestablishment offa drive' for'such equipl' ment is had through'thepowertakehofil'unit'? by removing the supplemental h'ousinge230 which carries the mitre gears 236; 240isha-ttf'- 225'? and pulley 222. Witl'1`-tl'1ese'elementsremovedg` an internally-splined sleeve-like member (n't'f shown) carried by the' apparatus-to-befattachedf to 'and towed bythe vehicle,` may betelscopedi intosplined or operative connection'- with-'1 the-i splined' projection 22 Ei formed vas -an integrar-'part ofthe shaftl2i4. In thisman'ner anop'erativ'e-* drivearrangement is provided" or'the *adjunct i o1"r accessory equipment"k towed? by l' the"v'el'1`ficl through? the shaft 209 gears 2IS"2I'I iandf'shaftf 214.-'

The speed ioftheY shaft? 2i 4 Vima-y I-befvaried iby'* manipulating the shiftlever I'Itoie'stablis'hii speed *reductionthrough thiefmechanism-'herein before described contair'iedl inthe housing255 o"`AK for establishing ad-irectdriveffrom th'eieng'- crankshaft" through the' interenmeshment of th teeth of clutch member i12 with te'etl'i'I'Illillstratedfin'Figre 2;' By this arrangementfinconjunction with the gearing contained-'in theitrans' f missionhousing 42;VV varying: speeds* ma'yfbeeS' tabl'ished for-thelpowerftake-of unit fin'addit tothe speed Ireductionobtained by intrcalatm offtheI mechanism 'contained in thef housing 55'- inthe power take-off driving means; Th'etrans-lr' missiorrof'power to the unit-56 mayibefintrw ruptedfby moving the lever 116 tota central oi" neutral position:

Itis apparent that, withinV the scope oftheV invention, modifications and differentL arrange; mentsmay be kmade other than is herein dis:- closed,1,and the present disclosure is `li1listrative.. merely, thejnvention .comprehendingnll .var-lac tions-thereof What Ilclaim is i. In combination with a vehicle having-gan internal-combustion engine anda-power transmission mechanism for y conveying power to-v` drive Wheels of a Vehicle; a pbwer-take-oif unitrsup.- ported vupon ther vehicle; .means for. drivi11g.the powentaleeci Vunit from .the .engine said means including a shaft ldrivendirectly, by, the .engine a pianetaryspeed changing mechanism adaptedfi to be driven by saidsh'ait; means incldingla' connection between said power take-'off `1nit`an`d" the engine through said planetary mechanism whereby said unit is driven at engine speed, and means operable when said clutch is disengaged to interconnect the planetary mechanism with the power take-off unit whereby the latter is driven at a different speed from that of the engine.

l2. In combination with a vehicle having an internal combustion engine and a power transmission mechanism for conveying power to drive wheels of a vehicle; a power take-off unit supported upon the vehicle; means connecting the power take-off unit with the engine; said connecting means including a shaft driven directly by the engine and a planetary speed changing mechanism; a clutching gear carried by said shaft; means including a dental clutch adapted for engagement with said clutching gear for establishing a direct operative power connection between said power take-off unit and the engine through the planetary mechanism; means for operating said dental clutch; said dental clutch operating means being operable to interconnect the planetary mechanism with the power take- 01T unit whereby the latter is driven at a different speed from that of the engine.

3.' In combination with a vehicle having an internal combustion engine provided with a crankshaft and power transmission gearing for conveying power to the drive wheels of the vehicle; a clutch for establishing or disestablishing an operative connection between said power transmission gearing and the engine crankshaft means for operating said clutch; a power take-off unit carried by the vehicle; means for establishing a connection with the engine crankshaft for operating said power take-off unit; said means including a dental clutch and a planetary gear system; and means operatively associated with said dental clutch operating means and said planetary gear system for establishing a driving connection between the power take-off unit and the engine crankshaft through said planetary gear system whereby the power take-off unit is driven at a different speed from that of the engine crankshaft.

4. In combination with a vehicle having an internal combustion engine provided with a crankshaft and power transmission gearing for conveying power to the drive wheels of the vehicle; a clutch for establishing or disestablishing an operative connection between said power transmission gearing and the engine crankshaft; a power take-off unit carried by the vehicle; means including a planetary gear system for establishing an operative drive connection with the engine crankshaft for operating said power unit atengine crankshaft speed; and manually operable means operatively associated with said planetary gear system for establishing a driving connection between the power take-off unit and the engine crankshaft through said planetary gear system whereby the power take-off unit is driven at a diiferent speed from that of the engine crankshaft.

5. In combination with a vehicle having an internal combustion engine provided with a crankshaft and power transmission gearing for conveying power to the drive wheels of the vehicle; a clutch for establishing or disestablishing an operative connection between said power transmission gearing and the engine crankshaft; a power take-olf unit carried by the vehicle; a plantary gear system; dental clutch .means for establishing a connection with the engine crankshaft through said planetary gear system for operating said power unit at engine crankshaft speed; and means interconnected with said dental clutch means and operatively associated with said planetary gear system for establishing a driving connection between the power take-off unit and the engine crankshaft through said planetary gear system whereby the power take-olf unit is driven at a different speed from that of the engine crankshaft.

6. In combination with a vehicle having an internal combustion engine and power transmission gearing for conveying power to the drive wheels of a vehicle; a clutch for establishing or disestablishing an operative drive connection between the engine and the power transmission gearing; a planetary gear system; a power takeolf unit supported upon the vehicle; said power transmission gearing including a quill shaft; a drive shaft contained within said quill shaft directly connected to and adapted to be driven by the engine; a means adapted to establish a drive connection between said engine driven shaft and said planetary gear system for driving the power take-off unit at a speed different from that of the engine driven shaft; said means being movable to a position for establishing a direct drive connection to the power take-off unit from the engine driven shaft; said means being movable to a neutral position for interrupting the transmission of power to the power take-off unit.

'7. In combination with a vehicle having an internal combustion engine and power transmission gearing for conveying power to the drive Wheels of the vehicle for operating the latter at different speeds; a clutch for establishing or disestablishing an operative drive connection. between the engine and the power transmission gearing; a power take-off unit supported upon the vehicle; said power transmission gearing including a quill shaft; a power take-off drive shaft contained within said quill shaft directly connected to and adapted to be driven by the engine; a planetary gear system including a sleeve disposed in alignment with the drive shaft; a drum surrounding the sleeve and having an internal gear formed thereon; a gear formed on said sleeve; a member having a plurality of planetary gears in mesh with said internal gear and the gear on said sleeve; said member being connected to said power take-off unit; dental clutch means for operatively connecting said sleeve and said drive shaft; braking mechanism engageable with said drum for preventing rotation thereof; and means interconnected with said dental clutch means and said brake means for selectively establishing a direct drive from said drive shaft to the power takeoif unit or for establishing a drive through drum to operate said power take-off unit at a speed different from speed of said drive shaft.

DONALD D. STONE.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,301,811 Burgess Apr. 29, lele 2,215,671L Swennes Sept. 24, 1Mo 2,287,279 Stumpf June 23, 19e-.2 2,306,767 Wagner Dec. 29, 1942 2,825,492 Erickson July 27, 19413 2,428,982 Miller et al. Oct. 14, 1947 2,556,194 Keese June 12, i 

